Controlling device for railway-vehicles.



c. KUNIG. CONTROLLING DEVICE FOR RAILWAY VEHICLES. APPLICATION TILED AUG..1, 1912.

1,109,534, Patented Sept 1, 1914.

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VT3 MP1 W4 an 1 a W2 31 37 A Wifnasses: v //1 l/enfor': W Jarl 16mg Byblo jlllornqy THE NORRIS PETERS C0,. PHOTU-L!THO-, WASHJHKH'ON D- C.

nn rnn STATES PATENT OFFICE. v

. cnnnxomo, or vorlw'mnnt, GERMANY.

CONTROLLING DEVICE roaaiiitwaiv cms.

ToaZZ whom it may concern:

Be 1t known that I, CARL.KC)NIG,.8ng1IlQ/er, a sub ect of the Emperor of Germany, re-

- siding in Vohwinkel, v Germany, have invented certain new and 1 useful Improvements in Controlling Devices for Railway- Vehicles, of which the followingis a specification.

, The invention consists in asystem of control for railway trains and such like by which it is possible to exactly and continuously ascertain the movements and the position of a vehicle over .a prescribed distance from one or more points.

The essential feature of the invention consists in connecting the control conductors along the line to the rails and the train with means of the IVheatsto-ne bridge principle, in such a manner thatwthe moving train is the movable contact between the variable resistances,both of the outerends of o movable contact being connected with each other across signaling devices. In the accompanying drawings. the nvens t10n is illustrated in Flgure 1 by scheme and in Figs.2 t04 in various types.

- -Referring now to Fig. 1 it is known that the deflection of agalvanometer 1 changes I y v if the contact 2 connnected to the generator i fl el t runway lying between. two switch points. In order to be able towatch Ithe movements of a vehicle overfthis. line a Fbranch of the bridge circuit 30 3 1,Qcor-, flresponding'to in Fig. 1, is arranged p'arallel" to the conductor lineQ30f-32; and v 3 31 -32 correspond to, 3,-5 and Fig. 11.; 1 Point "3'2nconnected tolthe Qrails"c0rre-y 6 is moved along the conductor 3+4, that: is

if the resistance '.235 andii 2,-5 be- I vcontact 2 from the points 3 and 4. This fact is, according to the invention, Inadeuse of for showing the position, directionof movement and speed of vehicles. 1

In Fig. 2, 78 represents a ra lway. line on which travels" a vehicle 12. Parallel ,t'o

the line is stretched a conductor 910, cor:

responding to the line 3-4: in Fig. 1. The, branch lines 911 and 10'11 correspond to the branches 35 and45 in Fig. 1. Point 11 is connected through the rails and wheels of the vehicles to one pole of the generato-r13, the other pole of which terminatesin a contact 14 which corresponds to point 2 of Fig. 1 and represents the movable contact of the bridge branch 910 along which it moves together with the vehicle.

In considering the following diagrams it must be assumed, as it most generally is in practice, that the resistance of the railway conductor 7- -8 in Fig. 2, 17-48 Fig. 3 and specimenmam al. Patented sfe ii. "1,, 1914. Application filed August 1,1912. Sena-1.1m. 712,655: I a

with the current conductor, is sosn i'al l "asgto be negllgible. In order to be able to watch the movement ofthe veh'icle at both ends of 38 in Fig. 4,- where the same is in parallel the line two signaling mechanism 15 an'd'16 (galvanometeifi are connected in series betvveen the points 9'10'. v

A secondtype is the following 17'' 18, 19-212220 in Fig. 3 represent the track of a two railed railway in which the rails are insulated from one another. To watch the movement of a vehicle passing over the section 21-22 insulatingpieces are inserted at the points 2122 preventing the passage ofcurrent to points 19 and 20. Herein the section 21 22 corresponds to the branch 3.t in;,Fig. 1, while the corresponding branches 35 and.4.5- are represented by a conductor 212322 laid parallel to 2122. The point 23 is connected to one pole of the generator 24, the other pole of which is joined to the rail 1718. v The connections of the signaling instruments is the same as in Fig. 2. A vehicle 27. entering; the

section 21-22- clo;ses the circuit 24 and 23 propelled trains is as follows diet 2829 represent the contact line of a single sponds to point 5' a'ndthe indicators-33 and 1 tethe elvan m ter 1 (F g 1), How.-

ever two signaling" aevices a ain ;-are-"-rgained in order to make it possible to control or watch the vehicles from both ends of the line. The generator 37 is, in this case, re-

through its wheels, and the, i dicators 25 k .and 26 sh ow the movement of the train. I A third mode of execution for electrically of travel of the vehicle;

the bridge circuit can be maintained at a predetermined value. With. regard to the indicators it may be mentioned that these can be arranged to suit the conditions re,- quired. As a general rule it will be sufiicient if they show the position and direction In suchcases a galvanometer with a scale corresponding to the length of the section to be controlled,

can. be used. The direction of movement canbe shown byarrows on the scale.

From the foregoing it will be, seenthat the invention is primarily for the purpose of improving the signaling system and increasing the safety of railways. Theform of execution described will however besufficient to show to an expert'the applicability of the controlling system to towing devices, cranes, parcel. dispatching plants, rope railways, etc., in short for every kind of transporting system. What I claim is: i i 1. In an electrical controlling system for railway trains, in combination, a rail track having practically no electric resistance, two resistance conductors stretched out along the line, and a signaling conductor, the rail track being'connected to the middle pointer the one resistance conductor, the ends of which are connected, in parallel, to the signaling conductor and to the ends of the second resistance conductor, the said second resistance conductor being; connected by the moving train to the rail track, a current source being include'd'inthe said connection.

2. In an electrical controlling system for railway, trains, in combination, a rail track having practically no electric resistance, two resistance conductors stretched out along the line, and a signaling conductor, the rail track being connected to the middle point of the one resistance conductor, the ends of the two resistance conductors and signaling conductor being connectedin parallel, the second resistance conductor being connected by the moving train to the rail track, and a current source beingincluded in the resulting circuit,

3. In an electrical controlling system for railway trains, in combination, a railway train, an electrical connection, two resistance conductors stretched out along the electrical connection, and an indicating conductor, the ends of the resistance conductors being connected in parallel withthe indicating conductor, the electrical connection being connected .to the middle point of the one resistance conductor, the moving railway train establishing connection between the second resistance conductor'and the electrical connection, and a current source being included in the resulting circuit.

4. In an electrical controlling system for railway trains in combination, a moving train, an electrical connection having practically no electrical resistance, two-resistance conductors stretched out along the electrical connection, and a signalingconductor, the ends of the resistance conductors being connected in parallel to the signaling conductor, the electrical connection being connected to the middle point ofthe one resistance con ductor, the moving'train establishing electrical connection between the second resistance conductor and the said electrical connection, and a current source being included in the resulting circuit.

5. In an electrical controlling systemfor railway trains in combination, a railway train, an electric circuit established by said railway traln, an electric lndicator to indiof the current through said circuit, the change ofthe current being caused by the travelof said railway train by means of which the position of the train over a prescribed distance may be exactly and continuously ascertained. I 1

In witness whereof I have hereunto signed my name this 23rd day of July 1912 in the presence of two subscribing witnesses.

' Witnesses:

HELEN NUFER, ALBERT NUFER.

Copies, of this patent may be obtained forsfive cents each, by addressing the Commissioner of ratents, i. WashingtoEILC.

CARL KONVIG. n s] cate the direction and thechange ofzvolume 

